Carbureter.



L. M. KEIZER.

OARBURETER.

APPLIGATION FILED AUG.10,19114 15125,:539, Patented Jan. 19, 1915.

2 SHEETSSHEBT 1.

Patented Jan. 19, 1915.

2 SHEETSSHBET 2.

IIIIIIIIH- UNITED STATES PATENT OFFICE.

LEWIS M. KEIZER, 0F

BALTIMORE, MARYLAND.

CABIBURETEB.

Specification of Letters Patent.

Patented Jan. 19, 1915.

Application filed August 10, 1911. Serial No. 643,361.

To all whom it may concern Be it known that I, LEWIS M. Kniznu, a citizen of the United States of America, residing at the city of Baltimore, State of Maryland, have invented certain new an useful Improvements in Carbureters, of which the following is a specification.

This invention relates to a device for sup plying carbureted air to an internal combustion engine of qualit and quantity corresponding to the spec and power of the engine at each particular instant of its operation. The mixer which I use is of the aspiratin type, that is, it has a ,fuel nozzle which de ivers the liquid fuel, zle is enveloped in an air current whereby the mixing is accomplishe 0 control the supply of the fuel and air, I use a liquid or. fuel valve and an air valve, and to control the passage of the mixture to the en inc, I provide a .throttle valve.

Impor ant features of my invention are the operating means for the fuel valve, the air valve and the throttle given varying degrees of relative motion. This variation is preferably accomplished without changing the lead of the fuel valve. I also provide means for adjusting the fuel valve to determine its lead, which is otherwise constant.

In the carbureter herein shown and described, and in connection with which my in vention has been reduced to practice, the fuel valve is controlled by means of a cam. The cam is pivoted and meansis provided for adjusting it about the pivot. At low throttle, the cam follower, with which the fuel valve is connected, rests upon a support, the surface of which is continuous with the cam surface, so that adjustment of the cam does not affect the initial position of the follower and the cam surface is -curved in the plane of its oscillation so that in swinging the cam to obtain the desired adjustment the throw of the cam is only changed by the angle through which the cam is adjusted and the bearing of the follower thereon is not disturbed.

In the preferred form of my carburetor, the entering air is divided. one air passage being controlled by the air val ve to which I refer and the other being constantly open.

Another important feature of'my invention resides in the relative proportions of the passages, particularly at full and low and this noz valve, whereby .they are connected and moved together and throttle. The full throttle o ening is referably equal to the sum of t e areas-o the two air passages so that the current that passes through the carburetor is unchecked, the speed of the air being constant. Under these conditions, I find the carbureter operates to the best advantage.

In the accompanyi g drawings I have shown an engine and carbureterembodying the various features of my invention.

Figure 1 is an elevation of the en ine, certain portions being broken away .to s ow the interior construction of the sup ly and exhaust passages and of the car ureter.

1g. 2 is a vertical central cross-section plan view of the carburetor assembled. Fig. 4 is a vertical central cross-section on the line i -4, Fig. 3.

The engine shown is ofthe single cylinder 'Z-cycle type, having a cylinder 1, aircooled by means of flanges There is a combustion chamber 3, provided with the inlet and outlet ports 4 and 5, and an ignition device 6, with a high tension sparking coil 7. The inlet valve 4 is controlled by a suitable valve gear 8 and the outlet valve 5 is controlled by valve gear 9. In the supply passage 10 is shown the carbureter 11. to the intake of which is connected a funnel 1'2, the mouth of which is adjacent to the cooling flanges 2. so that the carbureting air supply is heated by the combos tion which talces place in the cylinder and its temperature raised to the desired point. The temperature of air thus supplied is much more nearly constant than is air taken at .the normally varying outdoor temperatures.

Referring particularly to Fig. the car-- bureter is seen to consist of a shell or casing 13. having a cylindrical chamber H, the axis of which as shown is normally vertical. This chamber has a central nozzle 1.") for supplying fuel and three ports or openings, two air inlcls and a throttle or outlet it. The inlet ports consist of the initial or constant air opening H. the mouth of which a herein shownjopens into an annulai space 13 sm'rouiulin the nozzle and a secondary air port 19. These two ports together are preferably equal in area to thrthrottle opening 16. In the constructitm shown, the serondary air port 19 opposite and concentric with the throttle port or outlet 16, but this is not a necessary feature. This port is considerably smaller in area as described. As shown, the outer portion of this opening is chambered at 20 to 5 the size of the throttle 16-. Leading downward from the chambered portion is the constant air port 17 and a hood 21 covers the entrance to the passage 17.

' Within the chamber 14 as shown there is a cylindrical or barrel valve 22. The neck 23 of the valve is reduced at 24 forming a shoulder 25. The reduced portion adjacent to the shoulder has a bearing in the cover 26 of the chamber. The bottom of the barrel valve 22 may be made removable as shown. It iscentrally apertured to register with the annular opening 18 and surrounding the" aperture and extending upward therefrom is a substantially conical hood 27.

This hood has an opening 28 slightly above the fuel nozzle outlet and disposed in the direction of the thottle opening. The opening 28 is preferably of substantially the same area as the annular space 18 and the 5 primary air passage 17. The barrel valve 22 as shown is also provided with a throttle port or opening 29 and a secondary air opening'or port 30. The reduced portion 24 of-the neck 23 of the barrel valve extends 30 above the cover 26- of the chamber and se- ,cured thereto is the operating lever 31. This lever is provided with a split sleeve 32 which receives the neck 24 and is secured thereto by means of the clamping screw"33. Upon one side. of the pivot or neck 24, the operating lever 31 carriesaosuitable handle or connection 34 and pivoted to the operating lever at a point between the extremity 34 and its pivot is the fuel valve lever 35.

On the opposite side of the pivot to that to' which I have referred, the lever 31 is provided with a slotted upright 36, through which the lever 35 passes. In this upright as shown is seated a spiral compression 5 spring 37 which bears upon the top of the fuel valve lever and tends to depress it. The fuel valve lever 35 is apertured intermediately at 37 and in this aperture, mounted upon trunnions 38, is a block or nut 39. This block or nut is centrally apertured and the aperture is threaded to receive the threaded shank of the fuel or needle valve 40 and provides adjustment of the valve. A look nut 41 serves to maintain the fuel 5.5 valve in adjusted position. The valve stem 40 passes downward through an axial aperture in the neck 23. Pivotally mounted on the cover 26 of'the chamber 14, the pivot 42, preferably extend- 430 in in a tangential direction in regard to the by indrical chamber, is a cam 43 engaged by a rotary follower 44 omthe fuel valve lever 35. (Jam 43 is adjusted vertically about its pivot 42 by means of a screw 45 engaging 6-5 a threaded hole in the cam and having :1

bearing against any suitable surface on the cover 26, or elsewhere. The lug 42 in which the pivot 42 has its bearing, has its upper surface at right angles to the valve stem 40 and continuous with the cam surface 43 7( so as to form a stationary support for the 1folliower and give, the fuel valve a constant The nozzle 15 may be supplied with liquid fuel by any suitable means. In the embodiment of my invention as shown there is a float chamber 46 connected near its lower portion to the nozzle passage 47 by means of a suitable connecting passage 48. In this float chamber is the usual float 49 controlno ling a supply valve 50 by means of suitable connections which it is thought unnecessary to describe. I

In the operation of the carbureter the inlet and outlet valves and sparking device 5 of the engine are controlled in a well known manner. Air which may be heated by contact with the cooling surface of the cylinder is drawn in through the funnel 12 and led to the inlet openings 19 and 21. In starting, the throttle or vapor outlet has its minimum or lead openingand the fuel valve has its minimum opening, the follower 44 resting on the lug 42 the surface of which is normal to the valve stem 40. In this way, the lead opening of the fuel valve is made independent of the adjustment of the cam. The lug is in effect part of the cam.

As the engine gets under way and greater speed and power are desired, the operating lever 31 is rotated, so that the throttle and air valves are opened and the cam follower 4, moves along the cam 43 controlling the opening of the fuel valve 40, the relative motions of the'valves being determined by the contour of the cam 43. i The relation between the fuel valve and the air valves at these different throttle openings may be varied by the adjustment of the screw 45 which rotates the cam 43 about the pivot 42.

To give the device its preliminary ad ustment in the factory, screw 33 is loosened and the lever 31 moved till the follower rests on the lug 42 and the barrel valve is rotated till the stops 52 and 53 on the valve and the chamber cover respectively are in contact and the throttle has its minimum or lead opening. In this posit on of the valve, the secondary air passage is closed as will be understood by careful inspectlonof 120 Fig. 2. The screw 33 isnow temporarily tightened and the lock-nut 41 1s loosened and the screw 40 turned until the needle valve reaches the position giving the most efficient operation at low throttle. Now the lever 31 is rotated to give full throttle opening and the screw 45 set to give perfect running at this opening. Then the engine is tried on various intermediate points of the cam, the screw 33 is loosened and the posi- 110 tion of the follower on the lug 42 at low throttle is changed, 5. 0., the follower is moved to change the supply of air relatively to the fuel. This test may be made at various adjustments of the screw 45 and cam 43... This latter adjustment is intended for comparatively frequent use, while the other two, i. 6., that of the fuel valve and the barrel valve, are not usually disturbed after the carbureter has once been put in condition for efficient operation.

By rotating the screw 45, cam 43 is moved to compensate for the various changes of weather and other operating conditions, as well as for variation in the quality of fuel. It determines the relative openings of the air throttle and fuel valves at the different throttle openings.

I have thus described in minute detail a single embodiment of my invention in order that its operation may be clearly understood, however, the specific terms herein are used in their descriptive rather than in their limiting sense and the scope of the invention is defined in the claims.

I claim- 1. In a carbureter, a chamber having an air inlet and a vapor outlet, a fuel nozzle in the air inlet, a fuel valve, an air valve, a cam, an operating device carried by the air valve, connected to the fuel valve and having a follower engaging the cam, and a stationary support for the follower at low throttle, the cam being adjustable as a whole to vary the relative motions of the valves, the support being independent of the adjustment.

2. In a carbureter, a chamber having an air inlet and a vapor outlet, a fuel nozzle in the air inlet, a fuel valve, an air valve, a cam, an operating device carried by the air valve, connected to the fuel valve and having a follower engaging the cam, and a. stationary support for the follower at low throttle normal to the fuel valve stem, the cam being adjustable as a whole to vary the relative motions of the valves, the support being independent of the adjustment.

3. In a carburetor, a valve chamber having a constant and a secondary air inlet and a vapor outlet, a valve controlling the outlet and the secondary air inlet, and provided with a stop to control the valve to give a predetermined lead opening to the vapor outlet, a fuel nozzle in the constant air inlet and a fuel valve controlling the same, a controller for the first valve, a cam, a member pivoted to the controller and connected to the fuel valve, a follower on said member engaging the cam to operate the fuel valve and means for adjusting the cam to vary the relative motions of the valves.

4. In al-carbureter, a valve chambe; having an air inlet and a vapor outlet, a valve controlling the outlet and the air inlet, a fuel nozzle, a fuel valve controlling the same, a controller for the first valve, a cam, a member pivoted to the controller and connected to the fuel valve, a follower on said member engaging the cam, means for adjusting the cam as a whole to vary the relative motions of the valves, and stationary means for supporting the follower to give a constant lead of the fuel valve independent of the cam adjustment.

In a carbureter, a valve chamber having a constant and a secondary air inlet and a vapor outlet, a valve controlling the outlet and the secondary air inlet and provided with a stop to control the valve to give a constant lead opening of the vapor outlet, a fuel nozzle in the constant air inlet, a fuel valve controlling the same, a controller for the first valve, a cam, a'member pivoted to the controller and connected to the fuel valve, a follower on said member engaging the rain, the cam being pivoted and r0- vided with adjusting means and a stationary support for the follower, having its operative surface normal to the path of the fuel valve and engaged by the follower when the vapor outlet has approximately its minimum lead opening.

6. In a carburetor, for an internal combustion engine, a vaporizing chamber, a fuel nozzle therein and means for supplying fuel to the nozzle, a vapor outlet and two air inlets to the chamber, a passage leading to one air inlet having a crosssection less than the area of the vapor outlet at a point near the chamber, and chambered out beyond this point to an area equal to that of the outlet, a hood in the said chambered portion and a passage connecting the hood to the other air inlet, the effective area of the two passages being equal to that of the outlet.

7. In acarbureter a. valve chamber having an air inlet and a vapor outlet, a cylindrical valve controlling the outlet and the air inlet, a fuel nozzle, a fuel valve controllin the same, means for rotating the cylin rical valve, a cam, a member carried by said means and connected to the fuel valve, a follower on said member engaging the same, means for adjusting the cam to vary the relative motions of the valves, and stationary means for supporting the follower to give a constant lead of the fuel valve independent of the cam adjustment.

Signed by me at Baltimore, Maryland, this 9th day of August 1 91]. LEWIS M. KEIZER- Witnesses:

J. A; HILLEARY, J r., EDWIN F. SAMUELS. 

